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Old 01-15-2010, 11:38 AM   #61
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you make me laugh with your "real" dyno ****. you still don't get it huh. someday maybe.
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Old 01-15-2010, 12:00 PM   #62
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you make me laugh with your "real" dyno ****. you still don't get it huh. someday maybe.
What the FACT that loaded dynos read lower than dynojets? therefore 300rwhp on a proper mustang would be something like 320rwhp on a dynojet? is that what?
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Old 01-15-2010, 01:36 PM   #63
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What the FACT that loaded dynos read lower than dynojets? therefore 300rwhp on a proper mustang would be something like 320rwhp on a dynojet? is that what?
12% difference on a Mustand or DD compared to a Dynojet in my experience. Anyone who's used a "real dyno" agrees that load dynos are "real," and Dynojets are failaids.

I may get on a dynojet tomorrow, hopefully I don't break it with my massive, intoxicating torque.
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Old 01-15-2010, 01:45 PM   #64
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you must have such a small *****...oh wait I know this.
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Old 01-15-2010, 02:30 PM   #65
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you must have such a small *****...oh wait I know this.
What I lack in girth I make-up for in homosexual pig lust. You're a dirty sow and with any luck I'll reward you with my glorious scat payload.
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Old 01-15-2010, 02:41 PM   #66
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guys the dyno is just a tool to help you get the most out of your car. they all read different to a point. Yes a load dyno is going to be lower. But for the purpose of tuning they both work.
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Old 01-15-2010, 02:42 PM   #67
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guys the dyno is just a tool to help you get the most out of your car. they all read different to a point. Yes a load dyno is going to be lower. But for the purpose of tuning they both work.
Never ever bring reason into an argument on here.

**** off.
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Old 01-15-2010, 03:13 PM   #68
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guys the dyno is just a tool to help you get the most out of your car. they all read different to a point. Yes a load dyno is going to be lower. But for the purpose of tuning they both work.
I get what you're trying to say here, but you can't fully tune a car on a Dynojet. They are absolutely worthless IMO.
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Old 01-15-2010, 03:38 PM   #69
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We need to start a 1.6/W big turbo club on here. must have at least 2860 to join
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Old 01-15-2010, 03:42 PM   #70
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I thought dynojets were good??? In ground chassis dyno Dynojet 224X 2wd In-Ground Chassis Dyno was what mine was tuned on. Why are they crap?

I'm just going to drive to Atlanta to get my car tuned next time.
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Old 01-15-2010, 05:16 PM   #71
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We need to start a 1.6/W big turbo club on here. must have at least 2860 to join
member #2.
i have 2860.
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Old 01-15-2010, 05:50 PM   #72
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I thought dynojets were good??? In ground chassis dyno Dynojet 224X 2wd In-Ground Chassis Dyno was what mine was tuned on. Why are they crap?

I'm just going to drive to Atlanta to get my car tuned next time.
Let me guess, they just did pull after pull after pull without any driveability tuning?

I spend 30 minutes at the beginning of every dyno session with the load-bearing function, going through 80% of the fuel map (everything under 5500rpm and ~150kpa) and dialing in the AFRs at every RPM and load range. 90% of the benefit of a dyno is in this - what would take you like 3-4 hours to get perfect on the road (or a couple dozen VEA logs) can be done in 30 minutes on a dyno - and 3-4 hours assumes you have a driver who knows EXACTLY what needs to be done, and brakes good enough that you can hold 4-5psi at 5000rpm in 3rd gear without melting the crap out of them. The cars I tune roll off the dyno with perfect driveability, every time.

The rest of the time can be done on a Dynojet, but who cares, because it can also be done on highway onramps.

The only Dynojets worth anything are the load-bearing ones, and if your operator isn't bragging about that then he probably doesn't have it (and doesn't want you know that he's too cheap/stupid to have it).
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Old 01-15-2010, 09:20 PM   #73
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Let me guess, they just did pull after pull after pull without any driveability tuning?

I spend 30 minutes at the beginning of every dyno session with the load-bearing function, going through 80% of the fuel map (everything under 5500rpm and ~150kpa) and dialing in the AFRs at every RPM and load range. 90% of the benefit of a dyno is in this - what would take you like 3-4 hours to get perfect on the road (or a couple dozen VEA logs) can be done in 30 minutes on a dyno - and 3-4 hours assumes you have a driver who knows EXACTLY what needs to be done, and brakes good enough that you can hold 4-5psi at 5000rpm in 3rd gear without melting the crap out of them. The cars I tune roll off the dyno with perfect driveability, every time.

The rest of the time can be done on a Dynojet, but who cares, because it can also be done on highway onramps.

The only Dynojets worth anything are the load-bearing ones, and if your operator isn't bragging about that then he probably doesn't have it (and doesn't want you know that he's too cheap/stupid to have it).


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Old 01-15-2010, 10:24 PM   #74
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Never ever bring reason into an argument on here.

**** off.
i do as i please, and always will. i might not be a turbo guru, but if i have something to say it will get said.
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Old 01-16-2010, 06:32 PM   #75
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Originally Posted by Savington View Post
Let me guess, they just did pull after pull after pull without any driveability tuning?

I spend 30 minutes at the beginning of every dyno session with the load-bearing function, going through 80% of the fuel map (everything under 5500rpm and ~150kpa) and dialing in the AFRs at every RPM and load range. 90% of the benefit of a dyno is in this - what would take you like 3-4 hours to get perfect on the road (or a couple dozen VEA logs) can be done in 30 minutes on a dyno - and 3-4 hours assumes you have a driver who knows EXACTLY what needs to be done, and brakes good enough that you can hold 4-5psi at 5000rpm in 3rd gear without melting the crap out of them. The cars I tune roll off the dyno with perfect driveability, every time.

The rest of the time can be done on a Dynojet, but who cares, because it can also be done on highway onramps.

The only Dynojets worth anything are the load-bearing ones, and if your operator isn't bragging about that then he probably doesn't have it (and doesn't want you know that he's too cheap/stupid to have it).
He did soem normal cruise rpms before doing the longer pulls and adjusting spark/fuel.

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Old 01-16-2010, 06:33 PM   #76
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This Saturday! Same dyno.
What's the good word? Post those numbers!
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Old 01-16-2010, 07:56 PM   #77
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Originally Posted by djp0623 View Post
He did soem normal cruise rpms before doing the longer pulls and adjusting spark/fuel.

Trackmasters, Inc
Did the dyno hold him at a certain RPM, or did he just cruise along with no load on the motor and adjust stuff?
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Old 01-16-2010, 09:34 PM   #78
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What's the good word? Post those numbers!

279 whp / 270 wtq (on a Mustang dyno) boost peaks at 22 and then tapers to 20. I'm happy but I want 300's now and it isn't gonna happen with my lack of flow. My cast mani and 2.5" dp need to go. Soon as I get them replaced I'll be going back. I'm also going to need an intake manifold to cure the massive torque drop to red line. But I'm happy, the car is a blast to drive and it still has plenty more potential.
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Old 01-16-2010, 10:18 PM   #79
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Phil, would a .86 Garrett housing fit on your turbo? Nobody has done a direct comparison yet.
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Old 01-17-2010, 12:48 AM   #80
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Did the dyno hold him at a certain RPM, or did he just cruise along with no load on the motor and adjust stuff?
I'd love to tell you I had a clue, but I don't. It ran great after the tune. However, I am convinced that for my next tune I want to seek an establishment a little more dedicated to miatas and MS. I've put too much money into everything to "go with the flow"

So, give me your recommendations for tuners withing 4 hrs of huntsville, AL. This would include Atlanta, Memphis, Knoxville, Chattanooga, Birmingham, etc.

However, since my diypnp came from Atlanta, Atlanta seems like a logical choice.
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